DE102011116676A1 - Adsorbent structures for removal of water and fuel pollutants in engine oil - Google Patents

Abstract

Devices and methods for removing condensed, small molecular weight contaminants flowing from the circulating engine lubricating oil of internal combustion engines, including automotive engines, with a crankcase ventilation system are disclosed. These condensable, bypassing pollutants include water, alcohols and hydrocarbons with predominantly seven or fewer carbon atoms. A macroporous structure comprising microporous aluminosilokate particles is at least partially immersed in the circulating oil. The micropores are dimensioned to adsorb the small, condensed, passing pollutant molecules, but not the larger oil molecules. The particles can be multilayered, with an inner layer being set up for the adsorption of polar molecules. Adsorption is most extensive at lower oil temperatures and decreases as the oil temperature increases. The pollutant molecules can thus be adsorbed, removed from the oil and temporarily stored in the micropores at low temperatures. At high temperatures, some of the pollutants are desorbed and taken up again in the oil. The desorbed pollutants are transported with the higher temperature oil into the engine crankcase, where they evaporate and can be removed by the engine crankcase ventilation system.

Description

Technical area

This invention relates to apparatus and methods for the temporary adsorption of water and fuel pollutants from lubricating oil circulated in automotive internal combustion engines. More particularly, the invention relates to the use of suitably arranged crystalline solid materials to adsorb such contaminants from relatively cold engine oil, to extend oil life, and to minimize potential corrosion damage to engine components. The pollutants are later released from the oil for removal from the engine when the engine is in operation and the oil is relatively hot.

Background of the invention

Diesel, gasoline, and alcohol fueled internal combustion engines are finding widespread use in both automobiles and stationary applications such as engine generators.

Many such engines use hydrocarbon-based oil lubrication systems in which the oil is pumped up and over the pistons, cylinder walls, intake and exhaust valves, crank mechanisms, and other parts of the engine in operation during engine operation from an underlying reservoir and back through the crankcase and into the sump or sump. The circulating oil is pumped through an oil filter to remove solids that are introduced into the oil as a result of the combustion process or wear of engine parts. But there are also water and unburned and partly burned fuel components such. B. low molecular weight hydrocarbons and / or alcohol introduced into the circulating oil. These liquid and vaporous substances are not removed by the oil filter and can reduce the life of the oil and have the potential to cause corrosion of motor surfaces.

Such engines may also include a Positive Crankcase Ventilation (PCV) system that uses the engine air induction system to circulate air through the crankcase over the oil reservoir to purge gases and vapors from the crankcase and oil. These crankcase gases and vapors are introduced into the PCV airflow and transported first into the engine air intake manifold and then into the engine cylinders where they can be consumed and expelled from the engine.

Thus, during engine operation, some of the combustion products and unburned fuel (water, alcohol and small hydrocarbons) mix with the circulated engine oil. When the engine has been operated long enough for the circulating oil to reach a temperature of, for example, 10 ° C. B. reaches about 100 ° C, these pollutants are evaporated and continuously removed from the oil and the crankcase. However, in short-term vehicle deployments, the engine does not run long enough to heat the oil to temperatures sufficiently high to expel such pollutants into the PCV system. The water or the alcohol or fuel species remain in the oil where they can corrode engine parts.

Such low engine oil temperatures are typically encountered when initially starting an engine that has not been running for a period of time, however, it is understood that under most engine operating modes, this low engine oil temperature condition is temporary. With continued engine operation, the oil temperature will rise; the pollutants will substantially evaporate, accumulate in the crankcase and then be flushed away from the PCV system.

However, under certain circumstances and applications, a motor may operate sporadically and for only a short period of time, resulting in a persistently low oil temperature. This condition can be z. For example, in a vehicle that is repeatedly used for rare short trips, or in a hybrid electric vehicle where the auxiliary motor used to charge the battery is only occasionally needed.

Under these conditions, the condensed pollutants can be retained in the engine oil for a significant period of time and contribute to premature oil quality degradation. There is therefore a need for improved methods for dealing with the concentrations of water, alcohols and low molecular weight hydrocarbons in oil, especially at low engine oil temperatures.

Summary of the invention

In an engine of a motor vehicle, pollutants may be introduced into a circulating lubricating oil by "flowing past", driving some of the gaseous combustion products and unburned fuel vapors in the engine cylinders under the high combustion pressures between the piston rings and the cylinder wall and into the crankcase. At steady-state engine oil temperatures of about 100 ° C, these pollutants remain as gases and vapors and are removed from the crankcase by the crankcase ventilation (PCV) system, which circulating ambient air almost continuously to purge crankcase vapors.

At lower engine oil temperatures, some of these pollutants may condense and remain in the engine lubricating oil, contributing to reduced oil durability and engine damage. These condensed passing pollutants include molecules of significantly lower molecular weight than the hydrocarbons and additives present in the lubricating oil, and consequently have smaller molecular dimensions. In accordance with embodiments of this invention, such relatively small pollutant molecules may be selectively extracted from the oil by microporous, crystalline solids, e.g. For example, zeolite particles, which may have nanometer sized pores of predictable and uniform dimensions, or may be formed to have these. Suitable volumes of such adsorbent zeolites may, for. B. in the oil circulation path or in the oil reservoir may be arranged so that the oil is in contact with the adsorbent particles. The zeolites can adsorb and temporarily remove water, alcohol or hydrocarbon fuel from the relatively cold oil so that such condensed pollutants are not circulated across the engine surfaces. Later, when the oil is appropriately heated by engine operation, the pollutants are desorbed from the adsorbent solid material into the hotter oil and the pollutants are then vaporized and removed from the engine through normal operation of the engine PCV system.

Zeolites are crystalline, microporous aluminosilicate, which occur in nature, but are usually synthesized. These microporous materials can discriminate between molecules on the basis of size - small molecules can get into and be adsorbed into the pores while large molecules, those whose molecular size exceeds the pore size, are denied access. This ability to discriminate between molecules on the basis of size can be used to distinguish between the long-chain hydrocarbons and high molecular weight additives found in engine oil and pollutant molecules, which are generally small, and water, ethanol, methanol, and hydrocarbons comprising predominantly less than seven carbon atoms.

Advantageously, the adsorbed molecules can be desorbed at elevated temperatures. Thus, a zeolite (s) having a corresponding pore size when immersed in or in contact with low temperature oil, about 20 ° C, may be substantially all or most of the condensed ones Adsorb pollutants in the oil. As the oil temperature increases, the adsorption of the pollutants becomes less advantageous and some of the pollutants can be desorbed to be re-absorbed in the oil. As the oil temperature continues to rise, even more pollutant desorption will take place, the vapor pressure of the pollutants will increase and pollutant gases and vapors will accumulate in the crankcase where they are permanently removed by the PCV system.

Thus, the zeolite (s) and the PCV system work together to minimize any deleterious effects of condensed passing pollutants. At low oil temperatures, the zeolite (s) serve to separate the condensed pollutants from the oil by adsorbing the pollutants within their micropores. As the temperature increases, the zeolite (s) will desorb the pollutants from the micropores and release pollutants back into the oil, but the increased oil temperature will favor more extensive evaporation of these pollutants so that they can be removed by the PCV system.

In one embodiment of the invention, zeolite particles optimized for the adsorption of water may be used. Such zeolite particles may exhibit hydrophilic surface chemistry in addition to a fixed micropore size. Such a hydrophilic chemistry can be induced by choosing the ratio of silica to alumina in the zeolites; Ratios of silica to alumina of preferably less than 10 and more preferably between 1 and 3 will render the zeolite particles hydrophilic.

In a second embodiment, multi-layered zeolite particles may be used with internal volumes of a first composition covered or surrounded by an outer layer or coating of a second zeolite composition. The outer zeolite layer of the particles will be non-polar and will distinguish between molecules based only on their size. In general, suitable zeolite compositions are those having a high silica to alumina ratio, generally greater than 10, and preferably in the range of 50 to 100. These include pores sufficient for entry of low molecular weight hydrocarbon fuel components to C7 olefins and C6-n-olefins, as well as methanol, ethanol and water.

The internal zeolite volume of the multilayer zeolite particles may have a particular affinity for polar pollutants such as water, methanol and ethanol. Thus, all pollutants in the outer layer of the multi-layer particles but the polar molecules are attracted to the inner layer of each particle, causing the non-polar molecules to occupy the outer layers. As noted previously, in zeolites having low silica / alumina ratios, typically ratios of less than about 10, and preferably ratios in the range of 1 to 3, highly hydrophilic behavior is observed. Such a multi-layer configuration has the advantage of ensuring that all classes of pollutants are sequestered in the multi-layer structure and minimizing the likelihood that any pollutant class will be disproportionately adsorbed.

Synthetic zeolites are generally prepared as small crystalline precipitates, usually by a sol-gel process. However, individual precipitates may be agglomerated using a suitable binder to form easily-handled particles of substantially uniform size, e.g. B. about one millimeter o. Ä. To form. In both the first and second embodiments, it is preferred to further agglomerate the particles to avoid entrainment of potentially abrasive particles into the vehicle oil circulation system. Thus, the particles may be bonded together using a binder material to form a macroporous structure of microporous zeolite particles that allow for easy entry of lubricating oil into the structure and thereby expose the oil to a large surface area of the microporous zeolite particles Interaction between the oil and the zeolite structure favor.

The macroporous structure may be carried in a suitable container for placement at any suitable location in the oil circuit so that the oil can enter the container and contact the adsorbent particles. It is envisaged that this structure adsorbs and stores pollutants generated during low temperature periods of operations until the next time the oil experiences higher temperatures. Thus, a macroporous structure of multi-layered zeolite particles, subject to packaging constraints, may be suitably sized to accommodate the pollutants generated between high oil temperature events. The structure may, for. B. may be immersed in the oil pan, possibly fixed to the Ölansaugrohr, or elsewhere where positioned in the Ölzirkulationspfad, z. Including incorporated into the oil filter, provided that it is located downstream of the filtration medium so that it can not be clogged with solids in the oil.

In this embodiment, the adsorption and release of the pollutants from the macroporous multi-layer zeolite solid structure is dependent only on the temperature of the structure or, since the structure is immersed in and in close thermal contact with the oil, the oil temperature. At each temperature, the total concentration of pollutants between the porous structure and the oil is divided in proportions determined by the equilibrium constant for the absorption of pollutants and their relative concentration in the oil and in the structure. At low temperatures, the equilibrium strongly promotes the absorption of pollutants. At high temperatures, the equilibrium promotes the desorption of at least a portion of the adsorbed pollutant and the concentration of pollutant in the oil will increase. However, at elevated temperature, any pollutant in the oil will have sufficient vapor pressure to vaporize in the crankcase and be discharged from the crankcase by the PCV system. Since the PCV system provides a means for removing the pollutants, the concentration of pollutants in the hot oil may never reach equilibrium with the porous structure, and the porous structure will continue to desorb pollutants. Thus, only a modest difference in the absorption capacity of the porous structure at low and high temperatures over time will lower the oil contaminant concentration to acceptably low levels.

In another embodiment of the invention, a structure of macroporous multi-layer zeolite particles may be made partially floatable so that it can only be partially submerged in the oil reservoir in the oil pan with a portion of the floating structure extending up into the crankcase. This can be z. B. be accomplished by the appropriate addition of a floating chamber to the structure. The portion extending into the crankcase will be in direct contact with the circulating gas flow in the crankcase.

In this configuration, adsorption occurs due to contact between the macroporous structure and cold oil. However, the desorption can be done in two ways; the first by desorption of pollutants in the immersed portion of the macroporous structure into hot oil, vaporizing as before and being released into the crankcase; the second way is by desorption of the pollutants from the portion of the macroporous structure extending into the crankcase directly into the crankcase.

In another aspect of this embodiment, the portion of the macroporous multilayer zeolite structure that extends into the crankcase may include an internal heater. The heater may be used to heat at least a portion of the macroporous structure to assist in the desorption of pollutants into the crankcase even at low oil temperatures, if the balance between the oil and the macroporous structure would favor adsorption. The heater would be operated by a controller responsive to sensor measurements of oil or engine temperature and which would operate the heater only if the oil temperature were lower than a threshold. At temperatures above the threshold, believed above about 80 ° C, the macroporous structure can be heated by the heated oil, as in the first embodiment.

In yet another aspect of the invention, the floating, macroporous multi-layered zeolite structure may be supported on a hollow structure, e.g. B. be carried in the oil pan built-in column. In this aspect, the heater may be disposed in the hollow structure and out of contact with the oil but via conduction through the walls of the hollow structure in thermal communication with the macroporous structure. Again, the heater would only operate at a low oil temperature and shut down when the oil reached its threshold.

Other objects and advantages of the invention will become apparent from a description of an exemplary embodiment which follows in this specification.

Brief description of the drawings

1 shows a schematic cross-sectional view of a vehicle engine, which illustrates the configuration and operation of a PCV system and an oil circulation system.

2 shows in cross-section a representative porous, crystalline multilayer solid.

3 shows in partially cutaway cross-sectional view of a porous, crystalline multi-layer solid, which is positioned in an oil filter.

4 shows a schematic partial cross-sectional view of the oil pan and the crankcase of the engine of 1 which illustrates the configuration and operation of a floating, porous, crystalline multi-layer solid configured for placement in an oil pan and for thermal contact with an (optional) external heater.

Description of preferred embodiments

1 shows in cross section a schematic partially cutaway view of a motor vehicle engine 10 with a crankcase ventilation (PCV) system. In the operation of the PCV system is intake air 12 through an air filter 14 filtered and enters an intake manifold 15 , Before the intake air 12 on the through a throttle 16 formed restricted area of the intake manifold 15 meets, becomes a part 12 ' the intake air 12 in a breather hose 18 deflected and over the cylinder head 19 and passages 21 in the crankcase 29 transported into it.

In the crankcase 29 mixes the intake air 12 ' with passing gases 26 that expelled from the combustion chamber and through the gap between the cylinder wall 32 and the piston rings 35 of the piston 36 in the crankcase 29 be initiated. The mixture of intake air 12 ' and passing gases 26 used as a crankcase gas mixture 28 is shown circulating in the crankcase 29 before leaving the deaeration chamber 38 flows through and through a PCV hose 42 and a PCV valve 40 flows through it.

After flowing through the PCV valve 40 the crankcase gas mixture is replaced by the reduced pressure in the section 15 ' of the intake manifold 15 downstream of the throttle 16 is induced by the PCV tube 42 ' for combination with the intake air flow 12 driven. The gas and vapor mixture from intake airflow 12 , Crankcase gas mixture 28 and fuel (not shown) is then introduced into the combustion chamber 38 transported where it is burned and the combustion products through the exhaust 20 be ejected.

In 1 is also an oil pan 33 shown the oil 30 contains, the surface of the flowing crankcase gas mixture 28 is exposed.

If the engine 10 and the oil 30 At a low temperature, passing gases can 26 , the hydrocarbons and alcohols such. For example, methanol and ethanol may contain unburned fuel as well as water as a combustion product, at least partially condense. The condensed portion may be incorporated in the oil, either as a solution or as a dispersion or emulsion. If the vehicle is operated for a sufficient amount of time to allow the engine and oil to warm to their normal operating temperature of about 100 ° C, these condensed liquids will evaporate, the crankcase volume take in the air flow 12 ' be included to crankcase gases 28 to be formed, and transported out of the crankcase, as described above.

However, if the engine and oil do not reach a temperature that is at least comparable to, and preferably higher than, the boiling point of these condensed fluids, the fluids will be retained in the oil and may continue to accumulate when even further vehicle operation occurs at low oil temperatures , The proportion of these condensed liquids in the oil after repeated operations at low temperatures can be significant. It can z. For example, in a short distance drive of about 240 miles in winter areas experiencing temperatures below freezing, up to about 18 weight percent water and up to 12 weight percent fuel accumulate in the oil. The continued retention of these pollutants can be detrimental to oil performance and life. Even with the warmer ambient temperatures found in these areas during spring, the same 240-mile schedule can result in up to 5 weight percent water and up to 11 weight percent fuel oil.

Many of these condensed pollutants include low molecular weight, small molecules and can be separated from the larger molecular weight, large molecules found in engine lubricating oils on a size-by-size basis using microporous crystalline solids or molecular sieves. Microporous crystalline solids include both naturally occurring and synthesized nanometer sized channels with predictable and uniform dimensions. The most common examples include zeolites. These materials can therefore distinguish between molecules on the basis of size. Small molecules, those with molecular dimensions smaller than the pore size, can enter and be adsorbed into the pores while large molecules, those whose molecular size exceeds the pore size, are denied access.

The hydrocarbon fuel fraction of the pollutants will comprise hydrocarbon molecules having a range of carbon atoms per molecule. Some of the hydrocarbon molecules can be large and difficult to separate from the oil and oil additive molecules. However, these molecules are present in low concentration and the sizing of the pores, so they only hydrocarbons with up to 7 or fewer carbon atoms, eg. G., To accommodate up to C7 olefins and C6 n-olefins, achieves a satisfactory balance between the distinction between the oil and hydrocarbon pollutants and the optimization of pollutant removal.

Still another distinction can be achieved by coupling a plurality of such porous, crystalline solids having different surface properties. For example, zeolites are porous, crystalline aluminosilicates comprising groups of SiO ₄ and AlO ₄ tetrahedra joined together by common oxygen atoms or ions. Most zeolites are ionic and have a high affinity for water and other polar molecules, but as the silica / alumina ratio increases, the zeolite can become hydrophobic. Thus, porous, crystalline solids can be synthesized to "tailor" their properties to alter both their pore size and their chemical selectivity.

Such zeolites can be synthesized by crystallizing a silica-alumina gel in the presence of alkalis and organic templates. This sol-gel process is comparable to incorporation of other solids including metal oxides, such that multi-layer zeolite solids can be formed by seeding a second sol composition with zeolite crystals derived from a first sol composition. These multilayer zeolite solids can then, for. B. by sintering or by the use of a binder such. For example, water glass may be aggregated in conjunction with thermal treatments to form a macroporous multilayer zeolite structure. Such a macroporous multilayer zeolitic structure comprising one or more nonpolar microporous layers having pores dimensioned to allow all target molecules to be incorporated may overlay one or more polar microporous layers. The pores of the underlying polar layer may have a surface chemistry and size to selectively attract one or more of the polar molecules contained in the pores of the overlying nonpolar pore structure. The structure need not be limited to only two such porous, crystalline solids. It may be advantageous to include additional porous solids to achieve even further discrimination between adsorbent species.

Such a macroporous multi-layered zeolite structure, when immersed in a motor lubricating oil containing both polar and non-polar pollutants, could serve to temporarily sequester the condensed pollutants within its porous layers. By appropriate dimensioning of the total pore volumes of the polar and non-polar layers by adjusting the layer thicknesses, the multilayer structure be prepared to adsorb the pollutant species in the general ratio to their anticipated concentration in the lubricating oil. That is, if the predominant pollutant were polar, the polar / microporous layer (s) would comprise the bulk of the porous multilayer structure and vice versa.

A cross section of an exemplary macroporous multilayer zeolite structure 50 , which is suitable for complete immersion in lubricating oil is in 2 shown. In this example, only two porous solids were used, but the structure can easily be extended to include additional layers, or to individually embed a variety of different such solids in a porous solid matrix. In the example shown, an outer shell surrounds a non-polar, microporous, crystalline solid 52 a polar, porous, crystalline solid 54 , The macroporous multilayer zeolite structure 50 is shown as rectangular in cross-section, but it will be understood that it may be formed into any convenient external configuration or cross-section as needed.

A schematic overview of a typical vehicle engine oil circulation system is shown in FIG 1 shown. Generally, oil is used 30 that in the oil pan 33 is contained by an oil suction 43 collected to, as by the arrows 45 displayed, one after the other through the Ölansaugrohr 44 and the oil filter 60 under the pressure of the oil pump 46 to stream. After passing through the oil filter 60 the oil flows as if through the arrows 45 ' indicated, to the cylinder head and other parts of the engine to the main bearings, after which, driven by gravity, in the oil pan 33 expires to repeat the circle. When the macroporous multi-layered zeolite structure 50 z. In the oil 30 immersed in the oil pan 33 is included, then it can show a generally rectangular appearance and dimensions that enable it to be stable in the bottom of the sump 33 to position. Alternatively, such a macroporous multi-layered zeolite structure 50 ( 2 ) in an oil pan 33 through an oil suction 43 (not shown) or supported by a bracket or other support structure (not shown). Another approach could be to have a more irregularly sized, multi-layered macroporous zeolite structure on the oil suction tube 44 (not shown) to attach. Yet another approach may be to use a more cylindrically shaped, multi-layered macroporous zeolite structure 50 ' in the hollow oil return cavity of the engine oil filter 60 to position as in 1 and in more detail in 3 shown.

The in 3 shown engine oil filter 60 is a generally conventional one. A dome-shaped cover 62 is on a base plate 65 attached to define an internal volume, in part through a filter medium 68 , often with a folded, fibrous structure, is taken up by a perforated, cylindrical support 74 is supported. The base plate 65 is sealing against a mated engine block by engagement of screws 72 with a hollow threaded boss (not shown) fixed in the engine block, which, when tightened, the compliant seal 66 compressed against the engine block to eliminate oil leakage. Oil enters the filter as a flow 45 and around and through the filter medium 68 and the perforated support 74 passed around before passing through the macroporous multilayer zeolite structure 50 ' passes through, at least partially the inner cavity 76 occupies. After passing the macroporous multilayer zeolite structure 50 ' was exposed, the oil leaves the filter 60 and acts as a flow 45 ' back in the engine.

From these examples, it will be apparent that various modifications can be made to the size, shape and diameter of the macroporous multilayer zeolite structure, e.g. B. to accommodate increased volumes of pollutants, or to adapt the body to alternatively shaped locations, without departing from the purpose or the scope of the invention. Also, the use of a plurality of co-located or differently arranged multi-layered macroporous zeolite structures of possibly different compositions is within the scope of the invention.

In these embodiments, the macroporous multi-layer zeolite structure is immersed in the lubricating oil. The macroporous structure will therefore generally be at oil temperature and in chemical equilibrium with the oil. For a system in equilibrium, the liquid contaminants will be in equilibrium between the macroporous multi-layer zeolite structure and the oil in accordance with a temperature-dependent equilibrium constant. At low temperatures, eg. B. about 25 ° C and below, the equilibrium promotes the adsorption of pollutants in the multilayer zeolite; at higher temperatures the equilibrium is less favorable for adsorption and some pollutants are desorbed and get into the oil.

This difference in adsorbed concentration at low and high temperatures need not be large enough to allow almost complete release of the adsorbed pollutants. The liquid pollutants in the oil try to balance with both the adsorbed pollutants in the macroporous multilayer Zeolite structure as well as with pollutant vapors in the crankcase maintain.

But the crankcase vapors, including the pollutant vapors, are continuously carried away by the ambient air flushed through the crankcase by the operation of the PCV system. This interferes with the liquid / vapor balance and induces further evaporation of the liquids in the oil. However, the further evaporation of the liquids will reduce the concentration of liquid contaminants in the liquid and interfere with the macroporous solid-oil balance. This in turn will result in further desorption of pollutants from the macroporous multi-layered zeolite structure into the sequence so that the sequence can be repeated.

At low oil temperatures, the vapor pressure of the condensed pollutants may be low. Under these circumstances, the PCV system, which removes the pollutants as steam, may be less effective at removing pollutants. Thus, the concentration of liquid pollutants may increase. However, these liquid pollutants can be largely adsorbed and separated in the macroporous multi-layer zeolite structure with only a small concentration determined by chemical equilibrium remaining in the oil. At higher temperatures, the total pollutant concentration may be controlled in a controlled manner by the progressive release of pollutants from the macroporous multi-layer zeolite structure into the oil, followed by vaporization of the pollutants in the oil for uptake into crankcase gases and removal by the engine PCV system become. Thus, the multi-layered macroporous solid state and the engine PCV system work together to maintain a low level of contaminants in the oil to increase oil life over a wide range of engine operating temperatures, representing many different driving cycles.

An alternative approach is to dip only a portion of the macroporous multilayer zeolite structure in the oil in the oil pan and allow the remaining portion of the multilayer porous solid body to extend into the crankcase. It would be possible to simply place the macroporous multilayer zeolite structure on a pedestal or elevated platform in the sump (not shown) to increase it and expose a portion to the crankcase. However, with such a fixed configuration, maintaining a preferred level of the multi-layer macroporous zeolite structure immersed in the oil consistently as the oil level changes, may be challenging. Due to the consumption of oil during vehicle operation or the sloshing of oil in the sump during vehicle maneuvers.

A more preferred approach is in 4 illustrating a macroporous multilayer zeolite structure 150 generally shows that in 2 is analogous and again comprises polar and nonpolar microporous elements (not shown). Zeolites have a specific gravity of about 2.2 and, if unsupported, are incorporated in the oil 30 sink, which has a specific gravity of about 0.9. The macroporous multilayer zeolite structure 150 However, by adding a floating chamber such. B. with 86 displayed, or something similar can be made floating. If dimensioned accordingly, the swimming chamber can 86 the zeolite structure 150 stable partly in the oil 30 keep submerged, leaving a section of the zeolite structure 150 extends into the crankcase.

In the embodiment shown, the porous solid and the floating chamber are in the form of a hollow cylinder and are slidable on a hollow column 80 positioned almost vertically from the lower surface 133 the oil pan 33 extends upwards. The pillar 80 serves to the macroporous zeolite structure 150 and the swimming chamber 86 while retaining a nearly constant portion of the macroporous multilayer zeolite structure 150 in the oil 30 keep immersed, even if the oil level changes.

Because it is only partially immersed in the oil, the macroporous multi-layered zeolite structure 150 directly contribute some adsorbed pollutants to the crankcase gases for removal by the PCV system. Thus, during desorption, there is no need for at least some of the contaminants to be transferred from the macroporous solid to the oil before they flow to the crankcase for elimination by the PCV system.

Optionally, a heating device 82 in thermal contact with the portion of the macroporous multi-layered zeolite structure open to the crankcase, to assist in pollutant evaporation when the oil temperature is low. In the configuration shown, the heater 82 preferably inside the hollow column 80 be positioned as shown. This allows electrical supply cables 84 for the heater 82 outside the oil sump and the crankcase.

The heater 82 when used, would only operate at a low oil temperature. A simple controller (not shown) would turn the heater off and on in response to the oil or engine temperature. Under conditions where a vehicle is operated at normal oil temperatures, the heater would not be required. However, under conditions where the engine oil temperature is below a threshold temperature, the heater could aid in the desorption of pollutants and their removal by the PCV system to minimize their accumulation in the porous crystalline multi-layer solid. Considering that a typical stationary oil temperature is about 100 ° C, a suitable threshold temperature may be about 80 ° C.

The methods and apparatus of this invention have been described with specific reference to their application to short-haul motor vehicle operation in cold weather. However, it will be appreciated that there are other applications where motors are used rarely or for only short periods of time, and where the methods and devices of the invention can be used to advantage. Examples include engines that operate emergency generators and auxiliary combustion engines that are used in hybrid vehicles, particularly extended reach hybrid hybrid vehicles, that provide adequate battery life range in most modes of operation, such that the auxiliary engine is rarely used.

Thus, the illustrated embodiments are merely illustrative of the invention and are not limiting of its scope.

Claims (10)

A macroporous structure for reversibly adsorbing water and fuel molecules from the lubricating oil of an internal combustion engine, the structure comprising a plurality of microporous multi-layer particles, and each particle comprises an outer layer of an aluminosilicate external composition adapted for adsorbing both water and fuel molecules, and an inner layer having an inner aluminosilicate composition adapted for selective adsorption of polar molecules; wherein the inner layer has a composition comprising a ratio of silica to alumina of less than 10. An internal combustion engine having a crankcase and a system for circulating lubricating oil with a system for removing condensed passing pollutants from the circulating oil, the system comprising: a crankcase ventilation system for removing gases and vapors from the crankcase; and a macroporous structure positioned in the oil circulation system and at least partially submerged in the circulating lubricating oil; wherein the macroporous structure comprises a plurality of multi-layered microporous particles having an aluminosilicate of an internal composition substantially surrounded by an aluminosilicate of an external composition for selective reversible adsorption of condensed passing pollutants from the lubricating oil; the structure adsorbing larger amounts of pollutant at lower temperatures than at higher temperatures so that a pollutant adsorbed by the structure at a lower temperature can be released at a higher temperature into the lubricating oil; and is evaporated at the higher temperature to release pollutant vapors into the crankcase for removal by the crankcase ventilation system. The system for circulating oil and removing condensed passing pollutants of claim 2, wherein the internal aluminosilicate composition of the multilayered microporous particles selectively adsorbs polar molecules and comprises silica and alumina in a silica to alumina ratio of less than 10. The system for circulating oil and removing condensed passing pollutants of claim 2, wherein the macroporous body is positioned in an oil pan of the oil circulation system. A system for circulating oil and removing condensed, passing pollutants according to claim 2, wherein at least a portion of the macroporous body is heated by an external heater. A system for circulating oil and removing condensed passing pollutants according to claim 2, wherein the macroporous structure includes a float chamber for partially floating the body. A method of removing condensed passing pollutants from a circulating flow of engine lubricating oil in an internal combustion engine using a macroporous structure comprising a plurality of particles of at least one microporous aluminosilicate composition and adapted to permit reversible pollutant adsorption of the engine oil the structure adsorbs larger amounts of pollutants at lower temperatures than at higher temperatures; the engine comprising a crankcase and a crankcase ventilation system, the method comprising: arranging the structure and the circulating oil flow in a substantially thermal and chemical equilibrium with the circulating oil; and the engine is running. The method of claim 7, wherein the macroporous structure is disposed in an engine oil pan. The method of claim 7, wherein the macroporous structure comprises a heater, and the method further comprises heating the macroporous structure. The method of claim 9, wherein the heater is controlled by a controller responsive to the engine lubricating oil temperature, the method further comprising operating the heater when the engine lubricating oil temperature is less than about 80 ° C.

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